RCNap12986

I wish I saw this sooner. I'm trying to get up there before it gets too hot. I look forward to seeing your results though!

From what I have seen a 3" exhaust will be plenty for a boosted truck unless you plan on going for some serious power. If you don't plan on changing pullies, headers, or the cam then it will be fine. If those sound like things you might be interested in then a 3.5" single would be a better option. The problem is that I don't think you will be able to find a 3.5" bolt on for your truck, so it will have to be a custom exhaust. If you go that route make sure its mandrel bent to maintain the better flow characteristics of the bigger pipe. On a side note I own this exhaust system and I'm pretty happy with it. To be honest I wish it were a little more "in your face". There was absolutely no drone when I didn't have a tip on there, but something changed when the tip was added and now there is a slight drone. I have a funky dual walled tip though... and I think that causes it. I am also fine with the exhaust the way it is now because I plan on going with a catless header system, and some of the other cat backs I've heard with an ORY were a but too raspy for my tastes. This one should still sound great.

They do have dynatech... I wish they had ARH http://www.autoanyth...A0A2607176.aspx

If it were me and you want to make sure you get TOP quality headers I would go with American Racing Headers. The Dynatech's are nice, and for a long time they were the best option out there... That being said, the OBX headers are the same design as the old Dynatech's, so I would have a hard time shelling out the dough for theDynatech at this point. If I weren't buying ARH I would most likely go with the OBX headers. BTW the link shown in the second post will not fit our trucks, that Y-pipe is for a 4.8/5.3, the OBX headers for the 6.0 are around $500 unless I missed something. I don't currently have a set of headers on my truck, but I have seen plenty of all 3 brands in person, and I have read a lot of first hand reviews for all of them. The ARH have a few specific advantages that should yield you more power over the other 2. The biggest difference is in the collector, ARH uses a 3" merge collector with a scavenger spike, the others are a 2.5" collector. I attached a link to a picture of the "spike" below. http://www.highperformancepontiac.com/tech/hppp_0902_2005_pontiac_gto_header_install/photo_04.html I have also read some horror stories of the OBX headers not fitting properly. For the most part people are thrilled with them, but every now and then someone seems to get a set that are off just enough to cause some serious headaches during the install. I can't say I have heard any stories like this about the Dynatech's. That being said, all the OBX headers I have personally seen have gone on very easily and fit great, the negative reviews are stories that I have read. This is a great thread about the OBX headers. A LOT of guys have chimed in, and it should help you make your own decision on them. http://www.performancetrucks.net/forums/showthread.php?t=450962 I don't think anyone here can argue that the ARH system is not the best bolt on LT header system for our trucks on the market right now. They will cost you close to what you would have spent on the dynatech headers, and I can almost guarantee you will get more HP out of them.

Yea I like the running boards too. I think they look decent on there... plus being factory GM they say DENALI on the steps. I'm not too keen on a drop either, but I know it would look a little better with one on there. I'm worried about ride quality with a drop kit.

Hey Guys, I found a set of wheels on craigs list recently that I put on my truck this past weekend. I need some opinions on them. What does everyone think? Sorry for the crappy cell pictures. Thanks, Rob

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This is a great thread. Looks to me that the KNN and the AEM are very comparable. The KNN seems to do a little better up top, that could be due to the filter itself. Obviously having a dry filter has its benefits, but my biggest question comparing the 2 is the intake tube. I have always thought that a composite tube was better for IAT's. With the hood closed would heat soak be more of an issue on the AEM? Does the air pass through there fast enough that it is really a non issue?

The track up here opens up on 4/2, and I hope there are some awesome conditions. On the right night you can get better than corrected conditions. NE dragway is only 90 feet above sea level and it stays pretty cool throughout the spring up there. I'm gonna be gunning for a 14.5-6 with a cat back, CAI, and a tune on the stock 17's in the right weather.

Yea the 6.2 is a different animal... I'm talkin about the 05-07 classic with the LQ9.like I said, mechanically the same as the SSS. I wish I could afford a NBS with the L92. So it looks like - could expect to be about .3 slower. Not too bad. As long as I could still run a low-mid 14 w/ a tune, CAI and an exhaust ill be thrilled. I've heard about one of these trucks goin 14.4 with the same mods on 24's.

How much slower would the 2005-07 SD be in a 1/4 mile race compared to the SS? Mechanically they stack up evenly, but the Denali is carrying a little more weight. How much... I'm not sure. They sit on the same wheel base right? Do any of you guys have friends with denali's, or know how they run against the SSS? Could it be as little as 2/10th, or fairly even... or are we talkin at least a half second?

Thanks! Your truck sounds great! The muffler you used is actually 24" long rather than 22". I wonder how significant the difference in sound output would be. I like what I hear from the videos. Do you notice any resonance on the highway? I wonder if it would be any worse with the CC denali? Also, is there a significant difference between the pipes on the GMPP catback vs. the stock cat back, or was it primarily the muffler? How easy was the muffler replacement? Are the dual inlet pipes spaced similarly to the muffler? Thats my only concern with this swap right now... if at all possible i would like to avoid a visit to an exhaust shop.

I'm gonna get the muffler and all the clamps I need for just over $100... how much money could I really be saving? I'll look into the flowmonster though, it sure can't hurt! Does anyone know the difference between the 5 x 11 mufflers and the 5 x 8 mufflers?

Hey Guys, I've been looking into doing a muffler swap on my 05 sierra denali. I was looking under the truck and it appears that there is dual 2.5" piping prior top the muffler, and a dingle 3" out. The best part is that it's all mandrel bent... unlike most crappy custom exhaust shops around me. My question is how the Magnaflow dual in single out 22" muffler (PN12588, 5 x 11 x 22) is going to compare to my stock muffler. Is it noticable, or would it not even be worth my time? I'm looking for a little more bark, noticable from the inside of the truck when I want it to be... but no resonance. The stock muffler seems pretty hollow from the factory, and I assumed that this would be one of magnaflow's more tame mufflers. When I talked to the guys at Magnaflow them seemed to think this one would be my best bet for the LQ9, but I dont want to waste my time or money on something I won't really notice. My other options would be the 15288 (5 x 8 x 18) or the 12388 (5 x 8 x 22). I assumed that the narrowed mufflers are also louder. Would I get resonance with the 5 x 8 mufflers? I would also think that the Magnaflow would out perform the stock muffler as well. It seems to me that the stock system is built really well, the only thing holding it back is the muffler. Would there be any significant benefit (in performance) to replace the whole system with dual in single out cat back rather that just replacing the muffler? Thanks for the help! Rob

Thanks for the welcome and help guys. Unfortunately, I have noticed that this section of the forum seems to get a low traffic volume... I wish I had known before hand. I think I'll post a similar thread on some other forums to see where it gets me. I was able to find some weight figures for the trucks... and it looks like the new ones in a crew cab are about 350lbs heavier than a silverado SS (5580 vs. 5240 per C&D). I don't know where that would put it in comparison to an 06 or 07 classic crew though. I would assume about 200 lbs heavier, which isnt the end of the world. I like how the L76 can take the L92 heads as a direct replacement with the stock intake too. I have seen some of those going for pretty cheap, and it would be nice to make serious power with factory GM parts. I actually know Charlie pretty well... I was his first ever mail order tune. Back then we had very similar trucks, and I knew he had his dialed in big time, so it was a no brainer. If you go to his website my current truck is pictured there. I have a black and silver 1997 2-door Tahoe with some 18" wheels and fat tires. I used to go on chevy truck world all the time, but have lost interest in that site big time. I still frequent performancetrucks.com from time to time to stay current with what guys are doing. People over there actually know what they are doing, CTW is very commercial and its a bunch of hacks. I still have a ton of questions regaurding the GEN IV 6.0. Is the L76 intake used in the trucks the same as the L76 used in cars like the G8? They have slightly different power ratings, so I have a feeling they are a little different. People on other boards are getting great power with a mildly ported L92 head, and L76 intake combo. That with mild cam and a looser converter and I could be in fat city (I have seen over 500HP in LS2 corvettes with an aggressive cam, it also maintained over 400 ft. lbs. from under 3k to 6500 RPM). I know that with a heavy truck I can't even come close to the same cam, and that my powertrain losses will be MUCH greater, but its still pretty promising.

Hey Guys, I've been tossing around the idea of picking up a used V-Max. I like the new body style, but I am really interested in knowing which model is going to be faster. I live in New England so I will be forced to buy a 4x4. I would also like to get a crew cab. I know the 06 will have 4.10's, but not all of the new models do (z-71 has 3.73's). I also know the PCM is MUCH more restrictive from the factory in the newer models, so I'm more interested in comparing them with similar mods. I would definitely buy the following: 1) EFI live tuning 2) CAI 3) Cat back exhaust I would also be interested in a possible cam/torque converter upgrade with LT headers. Nothing major with the cam, but enough to give it a little extra kick (maybe a little more aggressive than the lingenfelter GT2-3, and a possible 2600ish TC), and I want to hear it at idle. How does the L76 react to cam swaps with the AFM? So... with those mods, what could I expect from both trucks as far as 1/4 mile times? How much better is the gas mileage in the newer models? If I did get into cam and torque converter upgrades would the newer model be left in the dust? I am also curious in the weight difference between the 2 models (ball park). I have seen AWD SSS and 4x4 V-Max post low 14's with those bolt on mods, are the newer models just as capable? Ideally I would like to have a crew 4x4 running in the 13's without getting too crazy. Thanks, Rob Nap